CN107614342B - The Mode change control device of hybrid vehicle - Google Patents

The Mode change control device of hybrid vehicle Download PDF

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Publication number
CN107614342B
CN107614342B CN201580080603.XA CN201580080603A CN107614342B CN 107614342 B CN107614342 B CN 107614342B CN 201580080603 A CN201580080603 A CN 201580080603A CN 107614342 B CN107614342 B CN 107614342B
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China
Prior art keywords
mode
mode change
gear
internal combustion
combustion engine
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CN201580080603.XA
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CN107614342A (en
Inventor
月崎敦史
礼田良平
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B60W2710/0661—Speed change rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Abstract

When offer carries out Mode change to driving mode in parallel from series connection driving mode under steam, the Mode change control device of the hybrid vehicle to driver's bring sense of discomfort can be weakened.In the hybrid vehicle of Mode change for being able to carry out series connection driving mode and driving mode in parallel, in the Mode change from series connection driving mode to driving mode in parallel (S5), selection is so that be less than or equal to defined threshold Δ NE along with the rotation speed change amount Δ NE of the internal combustion engine ICE of Mode changeTHShift gear (S9).

Description

The Mode change control device of hybrid vehicle
Technical field
Turn from series connection driving mode to the mode of driving mode in parallel the present invention relates to the speed change by speed changer The Mode change control device of the hybrid vehicle of change.
Background technique
Currently, it is known that device control as follows, that is, there is the series connection driven merely with motor power to driving wheel to travel Mode and the driving mode in parallel that driving wheel is driven using motor power and engine power, the row based on vehicle It sails state and selects above-mentioned driving mode (for example, referring to patent document 1).
Patent document 1: Japanese Unexamined Patent Publication 2005-226810 bulletin
Summary of the invention
In present apparatus, for example, the setting series connection driving mode when requesting the starting of driving torque, if with speed Raising and request high output then to set driving mode in parallel.However, switching from series connection driving mode to driving mode in parallel When, if engine speed changes greatly, it is likely that bring sense of discomfort to driver.
The present invention is conceived to the above problem and proposes, travels under steam from series connection its purpose is to provide a kind of Mode of the decrease to the hybrid vehicle of driver's bring sense of discomfort when mode carries out Mode change to driving mode in parallel Change control device.
In order to achieve the above objectives, the Mode change control device of hybrid vehicle of the invention have the 1st motor, As power source, speed change can be carried out to the output from power source and be transferred to driving by having for 2nd motor and internal combustion engine The speed changer of wheel.
The speed changer is able to carry out the Mode change of series connection driving mode and driving mode in parallel, in the series connection driving mode Under, so that the 2nd motor is generated electricity by the driving of internal combustion engine and driving wheel is driven using the 1st motor, in the parallel connection row It sails under mode, driving wheel is driven using both the 1st motor and internal combustion engine.
In the hybrid vehicle, it is provided with Mode change controller, if there is the request of Mode change, then the mould Formula changes the ICE shift gear that controller switching carries out speed change to the output of internal combustion engine.
In the Mode change from series connection driving mode to driving mode in parallel, Mode change controller is selected so that adjoint The internal combustion engine of Mode change rotation speed change amount be less than or equal to defined threshold shift gear as ICE shift gear.
The effect of invention
That is, if execution pattern changes, the internal-combustion engine rotational speed of internal combustion engine is from the hair for ensuring the power generation of the 2nd motor Electric revolving speed (internal-combustion engine rotational speed under series connection driving mode) is switched to the revolving speed determined by speed of operation and ICE shift gear gear ratio (internal-combustion engine rotational speed under driving mode in parallel).
In the present invention, at this point, selection along with the rotation speed change amount of the internal combustion engine of Mode change so that be less than or equal to The shift gear of defined threshold is as ICE shift gear.
As a result, can weaken when carrying out Mode change to driving mode in parallel from series connection driving mode to driver Bring sense of discomfort.
Detailed description of the invention
Fig. 1 be indicate to apply the hybrid vehicle of Mode change control device of embodiment 1 drive system and The overall system view of control system.
Fig. 2 is the multistage tooth for indicating to be equipped on the hybrid vehicle for the Mode change control device for applying embodiment 1 The control system architecture figure of the structure of the change control system of wheel speed.
Fig. 3 is the multistage indicated in the hybrid vehicle for being equipped on the Mode change control device for applying embodiment 1 The speed change corresponding diagram synoptic diagram for the thinking that speed change pattern is switched in gear-shift mechanism.
Fig. 4 is the multistage indicated in the hybrid vehicle for being equipped on the Mode change control device for applying embodiment 1 The speed change pattern figure of the speed change pattern of switching position based on 3 engaging clutches in gear-shift mechanism.
Fig. 5 is the process for indicating the process of the Mode change control processing executed by the transmission control unit of embodiment 1 Figure.
Fig. 6 is the mode for indicating the thinking of the Mode change control processing executed by the transmission control unit of embodiment 1 Switch corresponding diagram synoptic diagram.
Fig. 7 is the speed change pair for indicating the selection method of the ICE shift gear when Mode change control processing of embodiment 1 executes It should figure synoptic diagram.
Fig. 8 is in the series connection traveling in the hybrid vehicle for indicate to apply the Mode change control device of embodiment 1 Internal-combustion engine rotational speed explanatory diagram.
Fig. 9 A be the ICE torque in the stage-geared gearbox indicated when having selected the speed change pattern of cascaded H EV mode with And the torque flow graph of the flowing of MG1 torque.
When Fig. 9 B is an example of the speed change pattern as HEV mode in parallel and indicates selection " EV1st ICE3rd " Stage-geared gearbox in MG1 torque flowing torque flow graph.
Figure 10 is the timing diagram of each characteristic when indicating the execution of the flow chart of Fig. 5.
Figure 11 is the speed change pair for indicating the ICE shift gear selection method when Mode change control processing of embodiment 2 executes It should figure synoptic diagram.
Specific embodiment
In the following, 1 pair of embodiment based on the figure Mode change control device for realizing electric vehicle of the invention Best mode is illustrated.
Embodiment 1
Firstly, being illustrated to structure.
The Mode change control device of embodiment 1 is applied to have a following hybrid vehicle (example of electric vehicle Son), which has 1 engine (internal combustion engine), 2 motor generators and has 3 engaging clutches Stage-geared gearbox is as driving system structure element.In the following, being divided into " overall system structure ", " change control system knot Structure ", the Mode change control of " speed change pattern structure ", " Mode change control processing structure " to the hybrid vehicle of embodiment 1 The structure of device processed is illustrated.
[overall system structure]
Fig. 1 shows the drive systems and control of the hybrid vehicle for the Mode change control device for applying embodiment System.In the following, being illustrated based on Fig. 1 to overall system structure.
As shown in Figure 1, the drive system of hybrid vehicle has internal combustion engine ICE, the 1st motor generator MG1 (electronic Machine), the 2nd motor generator MG2 and the stage-geared gearbox 1 with 3 engaging clutches C1, C2, C3.Wherein, " ICE " is the abbreviation of " Internal Combustion Engine ".
The internal combustion engine ICE is, for example, by crankshaft to the gasoline engine as vehicle width direction and the cup that is configured at vehicle Machine, diesel engine etc..The case of transmission 10 of internal combustion engine ICE and stage-geared gearbox 1 links, and internal combustion engine exports Axis is connect with the 1st axis 11 of stage-geared gearbox 1.In addition, internal combustion engine ICE substantially using the 2nd motor generator MG2 as rise It moves motor and carries out MG2 starting.But guard against extremely low temperature when etc. like that be unable to ensure using forceful electric power battery 3 MG2 starting Situation and retain start motor 2.
The 1st motor generator MG1 and the 2nd motor generator MG2 is by forceful electric power battery 3 as multiple power source Three-phase alternating current permanent-magnet type synchronous motor.The stator of 1st motor generator MG1 is fixed on the shell of the 1st motor generator MG1 Body, the shell are fixed on the case of transmission 10 of stage-geared gearbox 1.Moreover, the rotor one with the 1st motor generator MG1 1st motor shaft of body is connect with the 2nd axis 12 of stage-geared gearbox 1.The stator of 2nd motor generator MG2 is fixed on the 2nd electricity The shell of dynamic generator MG2, the shell are fixed on the case of transmission 10 of stage-geared gearbox 1.Moreover, with the 2nd electronic hair 2nd motor shaft of the rotor one of motor MG2 is connect with the 6th axis 16 of stage-geared gearbox 1.In power operation by direct current Be transformed to three-phase alternating current and three-phase alternating current be transformed to the 1st inverter 4 of direct current in regeneration, via 1AC harness 5 with The stator coil of 1st motor generator MG1 connects.It will for three-phase alternating current and when regenerating by DC converting in power operation Three-phase alternating current is transformed to the 2nd inverter 6 of direct current, connects via 2AC harness 7 with the stator coil of the 2nd motor generator MG2 It connects.Forceful electric power battery 3 and the 1st inverter 4 and the 2nd inverter 6 are connected via terminal box 9 and using DC harness 8.
The stage-geared gearbox 1 is the constant mesh transmission for the multipair gear mesh for having gear ratio different, comprising: 6 gear shafts 11~16, they are configured in parallel to each other in case of transmission 10, and are provided with gear；And 3 engage from Clutch C1, C2, C3, they select gear mesh.As gear shaft, be provided with the 1st axis 11, the 2nd axis 12, the 3rd axis 13, the 4th axis 14, 5th axis 15 and the 6th axis 16.As engaging clutch, it is provided with the 1st engaging clutch C1, the 2nd engaging clutch C2 and the 3 engaging clutch C3.In addition, being additionally provided with the engaging portion to the intracorporal bearing portions of shell, gear in case of transmission 10 Supply the electric oil pump 20 of lubricating oil.
1st axis 11 is the axis for internal combustion engine ICE connection, in the 1st axis 11 in order configured with the from the right side of Fig. 1 1 gear 101, the 2nd gear 102, the 3rd gear 103.1st gear 101 is integrated relative to the setting of the 1st axis 11 (comprising integrated solid It is fixed).2nd gear 102 and the 3rd gear 103 are the idle running teeth for the periphery that the boss portion protruded in the axial direction is inserted in the 1st axis 11 Wheel is configured to drive and link with the 1st axis 11 via the 2nd engaging clutch C2.
2nd axis 12 is to link the 1st motor generator MG1 and make axle center consistent with the outer fix of the 1st axis 11 And the Cylindorical rod of arranged coaxial is carried out, the 4th gear 104, the 5th gear are configured in order from the right side of Fig. 1 in the 2nd axis 12 105.4th gear 104 and the 5th gear 105 are integrated and (fix comprising integration) relative to the setting of the 2nd axis 12.
3rd axis 13 is arranged in the axis of the outlet side of stage-geared gearbox 1, in the 3rd axis 13 from the right side in Fig. 1 It rises and is configured with the 6th gear 106, the 7th gear 107, the 8th gear 108, the 9th gear 109, the 10th gear 110 in order.6th gear 106, the 7th gear 107 and the 8th gear 108 are integrated and (fix comprising integration) relative to the setting of the 3rd axis 13.9th gear 109 and the 10th gear 110 is the idler gear for the periphery that the boss portion protruded in the axial direction is inserted in the 3rd axis 13, is arranged to It is enough to drive and link relative to the 3rd axis 13 via the 3rd engaging clutch C3.Moreover, the 2nd tooth of the 6th gear 106 and the 1st axis 11 102 engagement of wheel, the 7th gear 107 are engaged with the 16th gear 116 of differential gear 17, the 3rd tooth of the 8th gear 108 and the 1st axis 11 103 engagement of wheel.9th gear 109 is engaged with the 4th gear 104 of the 2nd axis 12, the 5th gear of the 10th gear 110 and the 2nd axis 12 105 engagements.
4th axis 14 is the axis that both ends are supported in case of transmission 10, the 4th axis 14 from the right side in Fig. 1 in order Configured with the 11st gear 111, the 12nd gear 112, the 13rd gear 113.11st gear 111 is integrated relative to the setting of the 4th axis 14 (fixed comprising integration).12nd gear 112 and the 13rd gear 113 are that the boss portion protruded in the axial direction is inserted in the 4th axis 14 Periphery idler gear, be configured to via the 1st engaging clutch C1 and relative to the 4th axis 14 drive link.Moreover, the 11 gears 111 are engaged with the 1st gear 101 of the 1st axis 11, and the 12nd gear 112 is engaged with the 2nd gear 102 of the 1st axis 11, and the 13rd Gear 113 is engaged with the 4th gear 104 of the 2nd axis 12.
5th axis 15 is the axis that both ends are supported in case of transmission 10, is engaged with the 11st gear 111 of the 4th axis 14 14th gear 114 is integrated (fixed comprising integration) relative to the 5th axis 15 setting.
6th axis 16 is the axis for linking the 2nd motor generator MG2, is engaged with the 14th gear 114 of the 5th axis 15 15th gear 115 is integrated (fixed comprising integration) relative to the 6th axis 16 setting.
The 2nd motor generator MG2 and internal combustion engine ICE is arranged by such as lower gear and is mechanically linked, which arranges by mutually nibbling The 15th gear 115, the 14th gear 114, the 11st gear 111, the 1st gear 101 closed is constituted.The gear is listed in electronic based on the 2nd When the MG2 starting of the internal combustion engine ICE of generator MG2, become so that the reduction gearing column that MG2 revolving speed slows down, are passing through internal combustion engine When the MG2 power generation that the driving of ICE makes the 2nd motor generator MG2 generate electricity, become the accelerating gear column for accelerating internal-combustion engine rotational speed.
The 1st engaging clutch C1 is following jaw clutch, that is, the 12nd gear 112 being installed in the 4th axis 14 Between the 13rd gear 113, the engagement travel passed through under rotation synchronous regime because not having synchronization mechanism realizes engagement.? When 1 engaging clutch C1 is in left-interface position (Left), driving connection is carried out to the 4th axis 14 and the 13rd gear 113.? 1 engaging clutch C1 disconnects the 4th axis 14 and the 12nd gear 112 when being in neutral position (N), and by the 4th axis 14 and the 13rd Gear 113 disconnects.When the 1st engaging clutch C1 is in right side bonding station (Right), to the 4th axis 14 and the 12nd gear 112 Carry out driving connection.
The 2nd engaging clutch C2 (starting engagement clutch when abnormal) is following jaw clutch, that is, installation Between the 2nd gear 102 and the 3rd gear 103 in the 1st axis 11, pass through under rotation synchronous regime because not having synchronization mechanism Engagement travel come realize engagement.When the 2nd engaging clutch C2 is in left-interface position (Left), to the 1st axis 11 and the 3rd Gear 103 carries out driving connection.When the 2nd engaging clutch C2 is in neutral position (N), by the 1st axis 11 and the 2nd gear 102 It disconnects, and the 1st axis 11 and the 3rd gear 103 is disconnected.Right side bonding station (Right) is in the 2nd engaging clutch C2 When, driving connection is carried out to the 1st axis 11 and the 2nd gear 102.
3rd engaging clutch (the starting engagement clutch) C3 is following jaw clutch, that is, is installed on the 3rd The 9th gear 109 in axis 13 and between the 10th gear 110 pass through because not having synchronization mechanism and rotates nibbling under synchronous regime Stroke is closed to realize engagement.When the 3rd engaging clutch C3 is in left-interface position (Left), to the 3rd axis 13 and the 10th tooth Wheel 110 carries out driving connection.When the 3rd engaging clutch C3 is in neutral position (N), the 3rd axis 13 and the 9th gear 109 are broken It opens, and the 3rd axis 13 and the 10th gear 110 is disconnected.When the 3rd engaging clutch C3 is in right side bonding station (Right), Driving connection is carried out to the 3rd axis 13 and the 9th gear 109.Moreover, with being integrally provided (comprising integrated fixed) in multi-stage gear 16th gear 116 of the 7th gear 107 engagement of the 3rd axis 13 of speed changer 1, via differential gear 17 and the drive shaft of left and right 18 and with left and right driving wheel 19 connect.
As shown in Figure 1, the control system of hybrid vehicle has hybrid power control module 21, motor control unit 22, transmission control unit 23 and control unit of engine 24.
The hybrid power control module 21 (referred to as: " HCM ") be have suitably to the consumption energy of vehicle entirety into The comprehensively control unit of the function of row management.The hybrid power control module 21 is able to carry out two-way using CAN communication line 25 The mode of information exchange, with other control unit (motor control units 22, transmission control unit 23, control unit of engine 24 etc.) it connects.In addition, " CAN " of CAN communication line 25 is the abbreviation of " Controller Area Network ".
The motor control unit 22 (referred to as: " MCU ") is referred to using the control for the 1st inverter 4 and the 2nd inverter 6 Enable and carry out the power operation control of the 1st motor generator MG1 and the 2nd motor generator MG2, Regeneration control etc..As being directed to The control model of 1st motor generator MG1 and the 2nd motor generator MG2 has " moment of torsion control " and " revolving speed FB control ". In " moment of torsion control ", if it is determined that the target motor torque shared for target drive force then carries out making real electrical machinery Torque follows the control of target motor torque.In " revolving speed FB control ", if there is make under steam engage clutch C1, Either one or two of C2, C3 are engaged the speed change request of engagement, it is determined that so that the target electricity that clutch input and output revolving speed is synchronous Machine revolving speed is performed such that the control that real motor speed exports FB torque to the convergent mode of target motor revolving speed.
The transmission control unit 23 (referred to as: " TMCU ") based on defined input information and to electric actuator 31, 32,33 (referring to Fig. 2) output current-order, thus switches over the speed Control of the speed change pattern of stage-geared gearbox 1.? In the speed Control, engaging clutch C1, C2, C3 is selectively made to be engaged/disconnect, selects to participate in from multipair gear mesh The gear mesh of power transmitting.Here, when making the speed change request of either one or two of engaging clutch C1, C2, C3 for disconnecting engagement, Ensure to be engaged to inhibit clutch to enter the rotational speed difference of output, while using the electricity of the 1st motor generator MG1 or the 2nd The revolving speed FB control (rotation synchronously control) of dynamic generator MG2.
The control unit of engine 24 (referred to as: " ECU ") based on defined input information and to motor control unit 22, Spark plug, fuel injection actuator etc. export control instruction, thus carry out the starting control of internal combustion engine ICE, internal combustion engine ICE stops Only control, fuel cut-off control etc..
[change control system structure]
The stage-geared gearbox 1 of embodiment 1 is characterized in that, is used as speed change element based on the card being engaged It closes clutch C1, C2, C3 (jaw clutch), is realized efficient from there through pulling sliding is weakened.Moreover, if there is Make to engage the speed change request that either one or two of clutch C1, C2, C3 are engaged, then using the 1st motor generator MG1 (engage from When the engagement of clutch C3) or the 2nd motor generator MG2 when engaging the engagement of clutch C1, C2 () and keep clutch input defeated Rotational speed difference out is synchronous, if determined in the range of speeds in synchronous, realizes speed change by starting engagement travel.In addition, If there is the speed change request that either one or two of engaging clutch C1, C2, the C3 that will engage are disconnected, then make the clutch of cut-off clutch Device transmits torque and reduces, and if it is less than or equal to disconnect torque decision content, is then realized and beginning breaking stroke.In the following, base It is illustrated in change control system structure of the Fig. 2 to stage-geared gearbox 1.
As shown in Fig. 2, change control system has the 1st engaging clutch C1, the 2nd engaging clutch as engaging clutch The engaging of device C2 and the 3rd clutch C3.As actuator, there is the 1st electric actuator 31, the 2nd electric actuator 32 and the 3rd Electric actuator 33.Moreover, there is the 1st engaging as making actuator action be transformed to clutch engaging/disconnection movement mechanism Clutch operating mechanism the 41, the 2nd engages clutch operating mechanism 42 and the 3rd and engages clutch operating mechanism 43.Also, as The control unit of 1st electric actuator 31, the 2nd electric actuator 32 and the 3rd electric actuator 33 has transmission control list Member 23.
The 1st engaging clutch C1, the 2nd engaging clutch C2 and the 3rd engaging clutch C3, are to neutral (N: open position), left-interface position (Left: left side clutch is engaged position) and right side bonding station (Right: Right side clutch is engaged position) jaw clutch that switches over.Each engaging clutch C1, C2, C3 are identical Structure has connection sleeve 51,52,53, left side jaw clutch ring 54,55,56 and right side jaw clutch ring 57,58,59.Connection sleeve 51,52,53 is set as via the bushing outside the fixed figure of the 4th axis 14, the 1st axis 11, the 3rd axis 13 And by spline combine can along axial traveling, two sides have sawtooth 51a, 51b of top planar, 52a, 52b, 53a, 53b.Also, there is fork pockets 51c, 52c, 53c in the circumferential central portion of connection sleeve 51,52,53.Left side jaw clutch ring 54,55,56 each gear 113,103,110 of the left side idler gear as each engaging clutch C1, C2, C3 boss portion it is solid It is fixed, sawtooth 54a, 55a, 56a with the top planar opposite with sawtooth 51a, 52a, 53a.Right side jaw clutch ring 57, 58, it 59 is fixed in the boss portion of each gear 112,102,109 of the right side idler gear as each engaging clutch C1, C2, C3, Sawtooth 57b, 58b, 59b with the top planar opposite with sawtooth 51b, 52b, 53b.
1st engaging clutch operating mechanism the 41, the 2nd engages clutch operating mechanism 42 and the 3rd and engages clutch Actuating mechanism 43, be the rotational action of electric actuator 31,32,33 is transformed to connection sleeve 51,52,53 axial stroke move The mechanism of work.The structure of each engaging clutch operating mechanism 41,42,43 is all the same, has pivot link 61,62,63, gear lever 64,65,66 and fork 67,68,69.One end of pivot link 61,62,63 is set to the cause of electric actuator 31,32,33 Dynamic device axis, the other end with gear lever 64,65,66 can link in a manner of relative shift.The spring of gear lever 64,65,66 64a, 65a, 66a are installed on bar division position, can be stretched according to the size and Orientation of bar transmission force.Fork 67,68, Gear lever 64,65,66 is fixed in 69 one end, and the other end is configured at fork pockets 51c, 52c, 53c of connection sleeve 51,52,53.
The input of transmission control unit 23 has from vehicle speed sensor 71, accelerator opening sensor 72, speed changer Output shaft speed sensor 73, engine speed sensor 74, MG1 speed probe 75, MG2 speed probe 76, open circuit are opened Close 77 sensor signal, the switching signals waited.In addition, transmission output speed sensor 73 is set to the shaft end of the 3rd axis 13 The axis revolving speed of the 3rd axis 13 is detected in portion.Moreover, having position servo control portion (for example, the position based on PID control is watched Dress system), engaging clutch C1, C2, C3 which determines position by connection sleeve 51,52,53 It is engaged and disconnection is controlled.Position servo control portion input has from the 1st sleeve portion sensor 81, the 2nd sleeve The sensor signal of position sensor 82, the 3rd sleeve portion sensor 83.Moreover, read in each sleeve portion sensor 81,82, 83 sensor values, in order to make the position for connecting sleeve 51,52,53 become the bonding station based on engagement travel or disconnect position It sets and electric current is applied to electric actuator 31,32,33.That is, making the sawtooth for being welded in connection sleeve 51,52,53 and being welded in sky Both sawtooth of rotating disk are formed as engagement state at the position of engagement of engagement, so that idler gear and the 4th axis 14, 1st axis 11, the driving connection of the 3rd axis 13.On the other hand, connection sleeve 51,52,53 shifts in the axial direction and to be welded in The sawtooth for connecting sleeve 51,52,53 and the sawtooth for being welded in idler gear are formed as off-state at disengaged orientation, thus So that idler gear is detached from from the 4th axis 14, the 1st axis 11, the 3rd axis 13.
[speed change pattern structure]
The stage-geared gearbox 1 of embodiment 1 is characterized in that, due to not having the rotational speed differences such as fluid coupling and absorbing element Power transmitting loss is reduced, and internal combustion engine ICE is assisted by motor and reduces the ICE shift gear (speed change of internal combustion engine ICE Gear), realize densification (EV shift gear: 1-2 gear, ICE shift gear: 1-4 gear).In the following, being become based on Fig. 3 and Fig. 4 to multi-stage gear The speed change pattern structure of fast device 1 is illustrated.
As the thinking of speed change pattern, as shown in figure 3, being less than or equal to the starting area of regulation vehicle velocity V SP0 in vehicle velocity V SP In domain, stage-geared gearbox 1 do not have rotational speed difference absorb element, therefore by " EV mode " merely with motor driving force into The starting of row motor.Moreover, in running region, as shown in figure 3, when the request of driving force is larger, using following speed change pattern Thinking, that is, coped with by " HEV mode in parallel " that is assisted using motor driving force engine drive power.That is, with The raising of vehicle velocity V SP, ICE shift gear converted, EV shift gear according to (ICE1st →) ICE2nd → ICE3rd → ICE4th (shift gear of the 1st motor generator MG1) is converted according to EV1st → EV2nd.Thus, based on speed change pattern shown in Fig. 3 Thinking, the speed change corresponding diagram of speed change request output of the production for speed change pattern will to be switched.
In addition, speed change corresponding diagram shown in Fig. 3 is the efficiency according to oil consumption and power consumption and makes, in forceful electric power battery 3 Using in the state of surplus and deficiency does not occur in battery residual SOC (State of Charge).In addition, the illustration is omitted, but speed changer control Unit 23 processed has multiple speed change corresponding diagrams corresponding with battery residual SOC (the State of Charge) of forceful electric power battery 3.
Utilize speed change pattern such as Fig. 4 institute that there is the stage-geared gearbox 1 of engaging clutch C1, C2, C3 can obtain Show.In addition, " Lock " in Fig. 4 indicates interlocking mode as speed change pattern and invalid, " EV- " indicates the 1st dynamoelectric and power generation The state with the driving connection of driving wheel 19, " ICE- " do not indicate shape of the internal combustion engine ICE not with the driving connection of driving wheel 19 to machine MG1 State.Moreover, in speed Control, without using all speed change patterns shown in Fig. 4, naturally it is also possible to as needed and from these It is selected in speed change pattern.In the following, being illustrated to each speed change pattern.
When the 2nd engaging clutch C2 is in " N " and the 3rd engaging clutch C3 is in " N ", according to the 1st engaging clutch The position of C1 and become following speed change pattern.Become " EV-ICEgen " if the 1st engaging clutch C1 is in " Left ", Become " Neutral " if the 1st engaging clutch C1 is in " N ", becomes if the 1st engaging clutch C1 is in " Right " For " EV-ICE3rd ".
Here, the speed change pattern of " EV-ICEgen " is in parking and to utilize the 1st motor generator by internal combustion engine ICE The dual idling power generation when institute of MG2 power generation is added when the MG1 idling power generation that MG1 generates electricity or on the basis of MG1 power generation The mode of selection.The speed change pattern of " Neutral " is in parking and to utilize the 2nd motor generator MG2 by internal combustion engine ICE Selected mode when the MG2 idling power generation to generate electricity.
The 2nd engaging clutch C2 be in " N " and the 3rd engage clutch C3 be in " Left " when, according to the 1st engage from The position of clutch C1 and become following speed change pattern.Become " EV1st if the 1st engaging clutch C1 is in " Left " ICE1st " becomes " EV1st ICE- " if the 1st engaging clutch C1 is in " N ", if the 1st engaging clutch C1 is in " Right " then becomes " EV1st ICE3rd ".
Here, the speed change pattern of " EV1st ICE- " be make internal combustion engine ICE stop and utilize the 1st motor generator MG1 into The mode of " EV mode " that every trade is sailed or one lateral dominance of power generation is carried out using the 2nd motor generator MG2 by internal combustion engine ICE on one side The mode of " the cascaded H EV mode " of the EV traveling of 1 gear is carried out with the 1st motor generator MG1.
For example, in the traveling for having selected " cascaded H EV mode " based on " EV1st ICE- ", based on by driving force deficiency Caused deceleration and the 1st engaging clutch C1 from " N " is switched to " Left ".In this case, it is transformed to be based on can ensure that drive The traveling of " HEV mode (1 gear) in parallel " of the speed change pattern of " the EV1st ICE1st " of power.
When the 2nd engaging clutch C2 is in " Left " and the 3rd engaging clutch C3 is in " Left ", if the 1st engaging Clutch C1, which is in " N ", then becomes " EV1st ICE2nd ".
For example, driving force request selected based on " EV1st ICE- " " cascaded H EV mode " 1 gear EV traveling in compared with Height, so that the 2nd engaging clutch C2 is switched to " Left " from " N ".In this case, it is transformed to based on can ensure that driving force The traveling of " HEV mode in parallel " of the speed change pattern of " EV1st ICE2nd ".
The 2nd engaging clutch C2 be in " Left " and the 3rd engage clutch C3 be in " N " when, according to the 1st engage from The position of clutch C1 and become following speed change pattern.Become if the 1st engaging clutch C1 is in " Left " " EV1.5ICE2nd " becomes " EV-ICE2nd " if the 1st engaging clutch C1 is in " N ".
When the 2nd engaging clutch C2 is in " Left " and the 3rd engaging clutch C3 is in " Right ", if the 1st card Conjunction clutch C1, which is in " N ", then becomes " EV2nd ICE2nd ".
For example, in the traveling under " HEV mode in parallel " for having selected the speed change pattern based on " EV1st ICE2nd ", root " Right " is switched to from " Left " process " N " according to accelerating speed change request to make the 3rd to engage clutch C3.In this case, it converts For the traveling of " HEV mode in parallel " of the speed change pattern based on " the EV2nd ICE2nd " that EV shift gear is set as to 2 gears.
For example, in the traveling under " HEV mode in parallel " for having selected the speed change pattern based on " EV2nd ICE4th ", root The 2nd engaging clutch C2 is set to be switched to " Left " from " Right " process " N " according to the request of deceleration speed change.In this case, it converts For the traveling of " HEV mode in parallel " of the speed change pattern based on " the EV2nd ICE2nd " that ICE shift gear is set as to 2 gears.
The 2nd engaging clutch C2 be in " N " and the 3rd engage clutch C3 be in " Right " when, according to the 1st engage from The position of clutch C1 and become following speed change pattern.Become " EV2nd if the 1st engaging clutch C1 is in " Left " ICE3rd ' " becomes " EV2nd ICE- " if the 1st engaging clutch C1 is in " N ", if the 1st engaging clutch C1 is in " Right " then becomes " EV2nd ICE3rd ".
Here, the speed change pattern of " EV2nd ICE- ", be make internal combustion engine ICE stop and utilize the 1st motor generator MG1 into The mode of " EV mode " that every trade is sailed, or generated electricity on one side by internal combustion engine ICE using the 2nd motor generator MG2, a lateral dominance The mode of " the continuous HEV mode " of 2 gear EV travelings is carried out with the 1st motor generator MG1.
For example, in the traveling of " HEV mode in parallel " for having selected the speed change pattern based on " EV2nd ICE2nd ", according to Accelerate speed change request that the 2nd engaging clutch C2 is made to be switched to " N " from " Left ", is switched to the 1st engaging clutch C1 from " N " "Right".In this case, it is transformed to the speed change pattern based on " the EV2nd ICE3rd " that ICE shift gear is set as to 3 gears The traveling of " HEV mode in parallel ".
When the 2nd engaging clutch C2 is in " Right " and the 3rd engaging clutch C3 is in " Right ", if the 1st card The position for closing clutch C1 is that the position " N " then becomes " EV2nd ICE4th ".
The 2nd engaging clutch C2 be in " Right " and the 3rd engage clutch C3 be in " N " when, according to the 1st engage from The position of clutch C1 and become following speed change pattern.Become if the 1st engaging clutch C1 is in " Left " " EV2.5ICE4th " becomes " EV-ICE4th " if the 1st engaging clutch C1 is in " N ".
When the 2nd engaging clutch C2 is in " Right " and the 3rd engaging clutch C3 is in " Left ", if the 1st card The position for closing clutch C1 is that " N " then becomes " EV1st ICE4th ".
[Mode change control processing structure]
Fig. 5 indicates that the Mode change executed by the transmission control unit 23 (Mode change controller) of embodiment 1 controls The process of processing.More specifically, Fig. 5 is indicated from cascaded H EV mode (series connection driving mode) to HEV mode in parallel (row in parallel Sail mode." P-HEV " is denoted as in Fig. 5 etc.) mode is switched in the case where processing process.
In the following, each step changed in Fig. 5 of an example of control processing structure to intermediate scheme is illustrated.This Outside, the processing of Fig. 5 is executed during cascaded H EV mode traveling repeatedly in vehicle.
In step sl, judge whether to output and be instructed to the pattern switching of HEV mode in parallel.It is with speed and driving force Parameter and exported based on pattern switching corresponding diagram shown in fig. 6 to HEV mode in parallel switch instruction.
That is, driving the feelings for spanning pattern switching boundary line shown in fig. 6 along with the variation of speed and driving force Under condition, the pattern switching in step S1 is instructed into output.
Here, suitably pattern switching boundary line shown in fig. 6 is changed according to the SOC of forceful electric power battery 3.That is, The SOC of forceful electric power battery 3 is lower, more it is expected that internal combustion engine ICE is used as driving source in advance, therefore pattern switching boundary line is to low speed side (left side of diagram) transformation.
S2 is entered step in the case where the judgement of step S1 is YES (there is the instruction switched to HEV mode in parallel), is sentenced Whether disconnected accelerator opening APO is less than the 1st regulation aperture.1st regulation aperture is set as to be judged as the vehicle of driver Acceleration request is larger and the higher value of requested driving force.In other words, requested driving force is set as to be judged as preferential execution The higher value of the necessity of speed Control.
Furthermore it is possible to obtain accelerator opening APO according to the output of accelerator opening sensor 72.In addition, in step In the case that the judgement of S1 is NO (there is no the instructions switched to HEV mode in parallel), skips following processing and terminate program.
S3 is entered step in the case where the judgement of step S2 is YES (accelerator opening APO < the 1st provides aperture), is sentenced Whether disconnected accelerator opening APO is greater than or equal to the 2nd regulation aperture of the value for being set as smaller than the 1st regulation aperture.2nd regulation is opened Degree be set as it can be determined that vehicle be in run at a low speed in and the lower value of requested driving force.In other words, it is set as to sentence Break for be easy to bring sense of discomfort to driver region value.
S4 is entered step in the case where the judgement of step S3 is YES (accelerator opening APO >=the 2nd provides aperture), is made To be changed into the ICE shift gear after HEV mode in parallel, the rotation speed change amount of the internal combustion engine ICE along with Mode change is selected Δ NE is less than or equal to defined threshold Δ NETHShift gear, it is further preferred that selection along with Mode change internal combustion engine ICE turn The fast the smallest shift gear of variation delta NE.
That is, transmission control unit 23 involved in embodiment 1 is corresponding using speed change shown in Fig. 3 in normal speed change Scheme and selects ICE shift gear.However, in the case where changing from cascaded H EV mode to HEV mode in parallel, transmission control list Member 23 is not based on the efficiency according to oil consumption and power consumption and the speed change corresponding diagram shown in Fig. 3 that makes selects ICE shift gear, but ICE shift gear is selected based on the rotation speed change amount Δ NE of the internal combustion engine ICE along with Mode change.
About the selection of the ICE shift gear in step S4, it is illustrated referring to Fig. 6 and Fig. 7.Fig. 7 is the change of internal combustion engine ICE Fast corresponding diagram.In Fig. 6, driving point when considering from cascaded H EV mode to the Mode change of HEV mode in parallel is, for example, to drive The case where point A (vehicle velocity V 1).
As shown in fig. 7, transmission control unit 23 can choose ICE1 gear, ICE2 gear, ICE3 gear, ICE4 gear as transformation For the ICE shift gear after HEV mode in parallel.In the case where driving point A (vehicle velocity V 1) progress Mode change, if as turning Become the ICE shift gear after HEV mode in parallel and selected ICE1 gear, then the rotation speed change quantitative change of internal combustion engine ICE is Δ NE1.Similarly, if having selected ICE2 gear, rotation speed change quantitative change is Δ NE2, if having selected ICE3 gear, rotation speed change Quantitative change is Δ NE3, if having selected ICE4 gear, rotation speed change quantitative change is Δ NE4.
As shown in fig. 7, therein be less than or equal to defined threshold Δ NETHShift gear be ICE2 gear, ICE3 gear.Therefore, Transmission control unit 23 selects either one or two of ICE2 is kept off or ICE3 is kept off (the more preferably revolving speed of internal combustion engine ICE in step s 4 The smallest ICE3 gear of variation delta NE).
In addition, speed when according to Mode change and based on suitably setting regulation threshold to driver's bring sense of discomfort It is worth Δ NETH.Specifically, at relatively low vehicle speeds, driver easily experiences not the rotation speed change of internal combustion engine ICE Suitable sense, therefore by defined threshold Δ NETHIt is set as lesser value.On the other hand, in the higher situation of speed, driver for The rotation speed change of internal combustion engine ICE is difficult to experience sense of discomfort, therefore can be by defined threshold Δ NETHIt is set as biggish value.
That is, according to speed and by defined threshold Δ NETHIt is set as to ensure the value of the noise and vibration performance of vehicle.
If having selected to be changed into the ICE shift gear after HEV mode in parallel in step s 4, step is subsequently entered S5.In step s 5, it executes to the speed change of the ICE shift gear selected in step s 4 and to HEV mode in parallel to driving mode It switches over, and terminates program.
On the other hand, in step s 2 for NO (accelerator opening APO >=the 1st provide aperture) in the case where, that is, judging To enter step S6 in the higher situation of acceleration request from driver.In step s 6, it is being based on noise and vibration performance And in the case where carrying out Mode change to HEV mode in parallel, whether the driving force after judgment model transformation is less than according to accelerator Aperture APO etc. and calculated requested driving force.That is, when to the switching of HEV mode in parallel, if to internal combustion engine ICE is made Rotation speed change amount Δ NE be less than or equal to defined threshold Δ NETHICE shift gear carry out speed change, then judge driving force whether not Foot.
It is illustrated using the example of Fig. 7, as described above, it can be ensured that the ICE speed change of the noise and vibration performance of vehicle Gear is ICE2 gear and ICE3 gear.Therefore, in step s 6, judgement can be kept off by ICE2 or the driving force of ICE3 gear realization is The no requested driving force for being respectively less than driver.
S7 is entered step in the case where the judgement of step S6 is YES (driving force is insufficient), is selected based on requested driving force Select ICE shift gear.That is, even if the rotation speed change amount Δ NE in internal combustion engine ICE is greater than or equal to defined threshold Δ NETHThe case where Under, also selection can satisfy the ICE shift gear of requested driving force.In addition, even if the judgement in step S6 is YES and based on request Driving force and in the case where selecting ICE shift gear, in the case where the shift gear that can be selected is multiple, also out of wherein selection The smallest shift gear of rotation speed change amount Δ NE of combustion engine ICE.
Subsequently enter step S5, execute the speed change of ICE shift gear selected into step S7 and to HEV mode pair in parallel After driving mode switches over, terminate program.
In addition, being back to step S4 in the case where the judgement of step S6 is NO (meeting requested driving force).In addition, from In the case that S6 is handled to S4, selection is able to satisfy the ICE shift gear of requested driving force and makes the revolving speed of internal combustion engine ICE Variation delta NE become smaller than or equal to defined threshold Δ NETHThe ICE shift gear (rotation speed change of more preferable internal combustion engine ICE Measure the smallest ICE shift gear of Δ NE).
Therefore, in the example shown in Fig. 7, driving force is insufficient under ICE3 gear, on the other hand, can expire with ICE2 gear In the case where sufficient requested driving force, ICE2 gear is selected.
In addition, in the case where being in step s3 NO (accelerator opening APO < the 2nd provides aperture), that is, be judged as vehicle In run at a low speed and in the lower situation of requested driving force, S8 is entered step.In step s 8, judge internal combustion engine ICE Revolving speed NE whether be greater than or equal to egulation rotating speed.Based on current speed and accelerator opening APO and consider noise and vibration Performance and set egulation rotating speed.That is, being set as to bring to driver compared with current speed and accelerator opening APO The revolving speed of sense of discomfort.
Fig. 8 shows the engine speed NE under cascaded H EV mode.As described above, under cascaded H EV mode, by internal combustion engine ICE is generated electricity using the 2nd motor generator MG2.Therefore, in embodiment 1, in the traveling under cascaded H EV mode, maintain For ensuring the power generation revolving speed of the power generation of the 2nd motor generator MG2.
Therefore, in the hybrid vehicle involved in embodiment 1, if run at a low speed under cascaded H EV mode, Then the revolving speed NE (power generation revolving speed) of internal combustion engine ICE in normal vehicle according to speed and accelerator opening APO than calculating Rotating speed of target it is high, sense of discomfort can be brought to driver in noise and vibration aspect of performance sometimes.
Therefore, the egulation rotating speed of step S8 is set as being worth as follows, that is, so that turn of the internal combustion engine ICE under cascaded H EV mode Fast NE (power generation revolving speed) value higher and that sense of discomfort can be brought to driver compared with the driving status of current vehicle.
In step s 8 to enter step S9 in the case where YES (revolving speed NE >=egulation rotating speed of internal combustion engine ICE).In step In S9, selecting the smallest shift gear of revolving speed NE for the internal combustion engine ICE being changed into after HEV mode in parallel (is ICE4 in embodiment 1 Gear).
Next S5 is entered step, is executing the speed change of ICE shift gear selected into step S9 and to HEV mode in parallel Terminate program after switching over to driving mode.
In addition, in step s 8 to be back to step S4 in the case where NO (the revolving speed NE < egulation rotating speed of internal combustion engine ICE) And carry out above-mentioned processing.
In the following, being illustrated to effect.
It is divided into " Mode change controls processing effect ", " Mode change control action ", " the feature work of Mode change control With " effect of the Mode change control device of the hybrid vehicle of embodiment 1 is illustrated.
[Mode change controls processing effect]
In the following, being illustrated based on flow chart shown in fig. 5 to Mode change control processing effect.
During with cascaded H EV mode (series connection driving mode) traveling, if will be to HEV mode in parallel (row in parallel Sail mode) pattern switching instruction output, then advance in a flow chart in figure 5 to step S1 → step S2.In accelerator opening When APO is greater than or equal to the 2nd regulation aperture and provides aperture less than the 1st, advance to step S2 → step S3 → step S4, selection Rotation speed change amount Δ NE along with the internal combustion engine ICE of Mode change is less than or equal to defined threshold Δ NETH(more preferably revolving speed Variation delta NE is minimum) ICE shift gear.
As a result, it is possible to inhibit along with from cascaded H EV mode to the internal combustion engine ICE of the pattern switching of HEV mode in parallel Rotation speed change.Therefore, it can be improved the noise and vibration performance along with pattern switching, can weaken caused by driver Sense of discomfort.
In addition, in the case where pattern switching instructs accelerator opening APO when exporting to be greater than or equal to the 1st regulation aperture (being judged as in the higher situation of acceleration request) advances to step S1 → step S2 → step S6 in a flow chart in figure 5.This In, if selecting ICE shift gear based on noise and vibration performance, request is unable to satisfy being judged as after Mode change S7 is entered step in the case where driving force, and ICE shift gear is selected based on requested driving force.
As a result, it is possible to prevent the driving force after Mode change insufficient.
In addition, (the judgement in the case where pattern switching instructs accelerator opening APO when exporting less than the 2nd regulation aperture It is in for vehicle in running at a low speed and in the lower situation of requested driving force), in a flow chart in figure 5, to step S1 → step S2 → step S3 → step S8 advances.Moreover, when engine speed NE is greater than or equal to egulation rotating speed (in noise and vibration Can aspect, be judged as can bring sense of discomfort to driver in the case where), selection so that the engine speed NE after pattern switching most Small ICE shift gear.
As a result, it is possible to weaken the sense of discomfort of driver.
Such effect is described.Explanation as shown in Figure 8, vehicle with cascaded H EV mode when driving, in order to true The power generation for protecting the 2nd motor generator MG2, regardless of speed, internal combustion engine ICE is rotated with constant speed (power generation revolving speed). Therefore, if vehicle is run at a low speed with cascaded H EV mode, engine speed NE is higher than speed etc., it is possible to driving The person of sailing brings sense of discomfort.
Therefore, in the above case, when to the switching of HEV mode in parallel, select so that engine speed NE The smallest ICE shift gear (being kept off in embodiment 1 for ICE4) and the sense of discomfort for weakening driver.
[Mode change control action]
In the following, being illustrated based on Fig. 9 A, Fig. 9 B, Figure 10 to Mode change control action.
Firstly, based on Fig. 9 A to speed change pattern (that is, " the EV1st ICE- ") for having selected cascaded H EV mode when multistage tooth The flowing of the ICE torque and MG1 torque of wheel speed 1 is illustrated.
Under the speed change pattern of " EV1st ICE- ", the 1st engaging clutch C1 is in the position " N ", the 2nd engaging clutch C2 In the position " N ", the 3rd engaging clutch C3 is in the position " Left ".Therefore, MG1 torque is from the 1st motor generator MG1 to the 2nd The 107 → the 16th 116 → differential gear of gear 17 of axis 12 → the 5th the 105 → the 10th the 110 → the 3rd the 13 → the 7th gear of axis of gear of gear → 18 → driving wheel of drive shaft 19 flows.In addition, ICE torque is from internal combustion engine ICE to the 101 → the 11st gear of the 1st the 11 → the 1st gear of axis The 16 → the 2nd motor generator MG2 of 111 → the 14th the 114 → the 15th the 115 → the 6th axis of gear of gear flowing, utilizes the 2nd dynamoelectric and power generation Machine MG2 generates electricity.
In the following, being become based on Fig. 9 B to multi-stage gear when being switched over from cascaded H EV mode to HEV mode in parallel to mode The flowing of the ICE torque and MG1 torque of fast device 1 is illustrated.In addition, in figures 9 b and 9, as be changed into HEV mode in parallel it Speed change pattern afterwards, the case where showing selection " EV1st ICE3rd ".
Under the speed change pattern of " EV1st ICE3rd ", the 1st engaging clutch C1 is in the position " Right ", the 2nd engage from Clutch C2 is in the position " N ", and the 3rd engaging clutch C3 is in the position " Left ".Therefore, the feelings of MG1 torque and above-mentioned Fig. 9 A Condition flows in the same manner.On the other hand, ICE torque to the 101 → the 11st gear 111 of the 11 → the 1st gear of the axis of internal combustion engine ICE → the 1st → The 107 → the 16th gear of 4th the 14 → the 12nd the 112 → the 2nd the 102 → the 6th the 106 → the 3rd the 13 → the 7th gear of axis of gear of gear of gear of axis 116 → differential gear, 17 → drive shaft, 18 → driving wheel 19 flows.
Therefore, it is cut from " EV1st ICE- " (cascaded H EV mode) to the mode of " EV1st ICE3rd " (HEV mode in parallel) It changes, and march to from the bonding station of " N " bonding station of " Right " by making the engagement sleeve 51 of the 1st engaging clutch C1 It realizes.At this point, the 2nd engaging clutch C2 keeps the position " N " constant, the 3rd engaging clutch C3 keeps the position " Left " constant.
Above-mentioned Mode change control action is illustrated based on the timing diagram of Figure 10.
During with cascaded H EV mode traveling, mould shown in fig. 6 is crossed with the raising of speed if driving point Pattern switching is then instructed in moment t1 and is exported by formula handoff boundary line.This when the accelerator opening APO that inscribes be greater than or equal to the 2 regulation apertures and less than the 1st regulation aperture, therefore transmission control unit 23 select so that along with Mode change internal combustion engine The smallest shift gear of rotation speed change amount Δ NE (keeping off in the case where example shown in Fig. 7 for ICE3) of ICE is as after pattern switching ICE shift gear.
Illustrate as shown in Fig. 9 A, Fig. 9 B, by the way that the 1st engaging clutch C1 is switched to the position " Right " from the position " N " And carry out the speed change from cascaded H EV mode to ICE3 gear (EV1st ICE3rd).In addition, in order to make the 1st engaging clutch C1 exist The position " Right " is engaged, and the input and output revolving speed for needing to make the 1st engaging clutch C1 (more accurately, is the 1st engaging The revolving speed of the connection sleeve 51 of clutch C1 and the revolving speed of the 12nd gear 112) it is synchronous.Therefore, transmission control unit 23 executes The revolving speed FB of 2nd motor generator MG2 is controlled, and the revolving speed NE of internal combustion engine ICE is made to be increased to turn after paralleling model transformation Speed.
If the input and output revolving speed of the 1st engaging clutch C1 is synchronous in moment t2, transmission control unit 23 makes The connection sleeve 51 of 1st engaging clutch C1 marches to the bonding station of " Right ".If the connection of the 1st engaging clutch C1 Sleeve 51 marches to the position " Right " in moment t3, then the engagement of clutch finishes, and starts to carry out the row under HEV mode in parallel It sails.
[characteristic action of Mode change control]
As above, in embodiment 1, be formed as such as flowering structure, that is, from cascaded H EV mode to the mode of HEV mode in parallel When transformation, selected as ICE shift gear so that be less than along with the rotation speed change amount Δ NE of the internal combustion engine ICE of Mode change or Equal to defined threshold Δ NETHShift gear.
That is, from cascaded H EV mode to when the switching of HEV mode in parallel, if the rotation speed change amount Δ NE of internal combustion engine ICE It is larger, then it is possible to that sense of discomfort can be brought to driver in noise and vibration aspect of performance.
Therefore, in embodiment 1, as the ICE shift gear being changed into after HEV mode in parallel, selection so that along with The rotation speed change amount Δ NE of the internal combustion engine ICE of Mode change is less than or equal to defined threshold and is less than or equal to Δ NETHICE become Speed gear.
Therefore, it can weaken and give driver's bring sense of discomfort in Mode change.
In embodiment 1, be formed as such as flowering structure, that is, when as ICE shift gear multiple shift gear can be selected, Compared with oil consumption, pays the utmost attention to the rotation speed change amount Δ NE of internal combustion engine ICE and select ICE shift gear.
That is, being selected in current Mode change control according to the corresponding diagram (Fig. 3 etc.) made based on oil consumption, power consumption ICE shift gear after selecting Mode change.For example, in the case where considering the efficiency of combustion of internal combustion engine ICE, it is sometimes preferred to as mould ICE shift gear after formula transformation and select ICE revolving speed NE to carry out high-speed rotating shift gear.However, if being based only upon internal combustion engine The efficiency of ICE and select ICE shift gear, then the rotation speed change amount Δ NE of internal combustion engine ICE is larger, it is possible to can bring to driver Sense of discomfort.
In contrast, in this embodiment, it when ICE shift gear when having selected Mode change, is not based on according to oil The corresponding diagram (Fig. 3 etc.) of the production such as consumption, but carried out based on the rotation speed change amount Δ NE of internal combustion engine ICE to ICE shift gear Speed change simultaneously establishes HEV mode in parallel.
Therefore, it can weaken in Mode change and give driver's bring sense of discomfort.
In embodiment 1, be formed as such as flowering structure, that is, when as ICE shift gear multiple shift gear can be selected, Select the smallest shift gear of rotation speed change amount Δ NE so that internal combustion engine ICE.
That is, making the rotation speed change amount Δ NE along with the internal combustion engine ICE of Mode change be less than or equal to defined threshold ΔNETHICE shift gear there are in the case where multiple, made the change of the smallest shift gear of rotation speed change amount Δ NE thereto Speed and establish HEV mode in parallel.
Therefore, it can further weaken in Mode change and give driver's bring sense of discomfort.
In embodiment 1, be formed as such as flowering structure, that is, the driving force after the Mode change to HEV mode in parallel is less than In the case where requested driving force, selection meets the shift gear of requested driving force.
That is, it is contemplated that in the higher situation of requested driving force from driver, if selected to make along with The rotation speed change amount Δ NE of the internal combustion engine ICE of Mode change is less than or equal to defined threshold Δ NETHShift gear, then driving force meeting Become insufficient.
Therefore, in embodiment 1, in the case where being judged as that the driving force after Mode change is less than requested driving force, nothing It is whether excessive by the rotation speed change amount Δ NE of internal combustion engine ICE, all carry out to the speed change for the shift gear for meeting the requested driving force and Establish parallel connection HEV mode.
Therefore, the driving force after can be avoided Mode change is insufficient.
In embodiment 1, be formed as such as flowering structure, that is, when accelerator opening APO is less than the 1st regulation aperture, based on interior The rotation speed change amount Δ NE of combustion engine ICE and select ICE shift gear, on the other hand, accelerator opening APO be greater than or equal to the 1st When providing aperture, ICE shift gear is selected based on requested driving force.
That is, in the case where being judged as that the requested driving force from driver is little, it can be based on the revolving speed of internal combustion engine ICE Variation delta NE and weaken in noise and vibration aspect of performance and give driver's bring sense of discomfort.On the other hand, can judge For in the biggish situation of requested driving force from driver, selection meets the ICE shift gear of requested driving force.
Therefore, be less than defined requested driving force in the case where can weaken along with Mode change driver not Suitable sense, the driving force after can be avoided Mode change in the case where being greater than or equal to defined requested driving force is insufficient.
In embodiment 1, be formed as such as flowering structure, that is, be less than 2nd smaller than the 1st regulation aperture in accelerator opening APO When providing aperture, the shift gear that selects the revolving speed NE of internal combustion engine ICE minimum as ICE shift gear.
That is, being easy to bring discomfort to driver in vehicle is in and runs at a low speed and in the lower situation of requested driving force Sense.Therefore, in embodiment 1, the internal combustion engine when accelerator opening APO is less than the 2nd regulation aperture, after selection mode transformation The revolving speed NE of ICE minimum shift gear (being kept off in embodiment 1 for ICE4).
It more specifically describes, explanation as shown in Figure 8, during being travelled with cascaded H EV mode, utilizes the 2nd Motor generator MG2 executes Generation Control, therefore regardless of speed, and the revolving speed NE of internal combustion engine ICE is all remained constant (hair Electric revolving speed).Therefore, in the case where driver is not intended to the power generation based on the 2nd motor generator MG2, driver is possible to pair In internal combustion engine ICE revolving speed and experience sense of discomfort.Especially in the case where vehicle is travelled with low speed, it is easy to internal combustion engine The revolving speed NE (more accurately, being the noise issued from internal combustion engine ICE, vibration) of ICE experiences sense of discomfort.
Therefore, in embodiment 1, be judged as vehicle be in run at a low speed in and the lower situation of requested driving force under, It carries out the speed change of the minimum shift gear of the shift gear shaken to most unlikely generation sound, i.e. the revolving speed NE of internal combustion engine ICE and establishes simultaneously Join HEV mode.
Therefore, by the execution pattern transformation control in running at a low speed, compared with before Mode change, can weaken to driving Member's bring sense of discomfort.
In the following, being illustrated to effect.
In the Mode change control device of the hybrid vehicle of embodiment 1, the effect being set forth below can be obtained.
(1) a kind of hybrid vehicle, with the 1st motor (the 1st motor generator MG1), (the 2nd is electronic for the 2nd motor Generator MG2) and internal combustion engine ICE as power source, having can be to coming from the power source (the 1st, the 2nd motor generator MG1, MG2, internal combustion engine ICE) output carry out speed change and be transferred to the speed changer (stage-geared gearbox 1) of driving wheel 19,
The speed changer (stage-geared gearbox 1) is able to carry out series connection driving mode (cascaded H EV mode) and row in parallel The Mode change for sailing mode (HEV mode in parallel) makes institute by the driving of the internal combustion engine ICE under driving mode of connecting State the 2nd motor (the 2nd motor generator MG2) power generation and using the 1st motor (the 1st motor generator MG1) to described Driving wheel 19 is driven, and under driving mode in parallel, utilizes the 1st motor (the 1st motor generator MG1) and described interior Both combustion engine ICE drive the driving wheel 19, wherein
It is provided with Mode change controller (transmission control unit 23), if there is the request of the Mode change, then The Mode change controller switches the ICE shift gear that speed change is carried out to the output of the internal combustion engine ICE,
The Mode change controller (transmission control unit 23) is formed as such as flowering structure, that is, goes from the series connection When sailing Mode change of the mode to the driving mode in parallel, selected as the ICE shift gear so that turning along with mode The rotation speed change amount Δ NE of the internal combustion engine ICE become is less than or equal to defined threshold Δ NETHShift gear.
Therefore, when from cascaded H EV mode to the Mode change of HEV mode in parallel, it can weaken and give driver's bring Sense of discomfort.
(2) the Mode change controller (transmission control unit 23) is formed as such as flowering structure, that is, as described ICE shift gear and when can select multiple shift gear, the rotation speed change amount Δ of the internal combustion engine ICE is paid the utmost attention to compared with oil consumption NE and select the ICE shift gear.
Therefore, when to the Mode change of HEV mode in parallel, it can weaken and give driver's bring sense of discomfort.
(3) the Mode change controller (transmission control unit 23) is formed as such as flowering structure, that is, as described ICE shift gear and when can select multiple shift gear, select the smallest speed change of rotation speed change amount Δ NE of the internal combustion engine ICE Gear.
Therefore, on the basis of the effect of (1) or (2), can further subtract when to the Mode change of HEV mode in parallel It is weak to give driver's bring sense of discomfort.
(4) the Mode change controller (transmission control unit 23) is formed as such as flowering structure, that is, to the parallel connection In the case that driving force after the Mode change of driving mode (HEV mode in parallel) is less than requested driving force, selection meets institute State the shift gear of requested driving force.
Therefore, on the basis of the effect of (1) to (3), it can be avoided the drive after the Mode change of HEV mode in parallel It is short of power.
(5) the Mode change controller (transmission control unit 23) is formed as such as flowering structure, that is, in accelerator opening APO less than the 1st regulation aperture when, the rotation speed change amount Δ NE based on the internal combustion engine ICE and select the ICE shift gear, separately On the one hand, when the accelerator opening APO is greater than or equal to the 1st regulation aperture, the ICE is selected based on requested driving force Shift gear.
Therefore, on the basis of the effect of (1) to (4), can weaken in the case where being less than defined requested driving force Along with the sense of discomfort of the driver of Mode change, mould can be avoided in the case where being greater than or equal to defined requested driving force Driving force after formula transformation is insufficient.
(6) the Mode change controller (transmission control unit 23) is formed as such as flowering structure, that is, in the accelerator When aperture APO is less than the 2nd regulation aperture smaller than the 1st regulation aperture, the internal combustion is selected as the ICE shift gear The revolving speed NE of machine ICE minimum shift gear.
Therefore, on the basis of the effect of (1) to (5), by the execution pattern transformation control in running at a low speed, with mode It compares to weaken before transformation and gives driver's bring sense of discomfort.
Embodiment 2
Embodiment 2 is following example, that is, in the Mode change control device of electric vehicle of the invention, according to various Parameter and making is changed into the defined threshold Δ NE when selection ICE shift gear after HEV mode in parallelTHValue variation.
Specifically, for defined threshold Δ of the revolving speed NE with Mode change and in the case where increasing of internal combustion engine ICE NETHP, set it to defined threshold Δ NE of the revolving speed NE than internal combustion engine ICE with Mode change and in the case where reducingTHM Small value.
Here, increase threshold value (the defined threshold Δ NE in the case where the revolving speed NE reduction of internal combustion engine ICETHM) (expanding allows Range), normally turn in the case where the increase with speed carries out speed Control (accelerating shift) depending on internal combustion engine ICE The reduction of speed.I.e., it is generally the case that when ICE shift gear is increased because accelerating shift, the revolving speed NE of internal combustion engine ICE reduces.Cause This, the case where reduction for the revolving speed NE of internal combustion engine ICE with Mode change, the case where driver experiences sense of discomfort, subtracts It is few.On the contrary, regardless of whether performing speed Control (Mode change control) and increasing speed, for turning for internal combustion engine ICE The case where fast NE increases, driver easily experiences sense of discomfort.
Therefore, in example 2, the rule for the revolving speed NE of internal combustion engine ICE with Mode change and in the case where increasing Determine threshold value Δ NETHP, set it to the defined threshold Δ NE in the case that specific speed NE reducesTHMSmall value.
Figure 11 is the example of the speed Control corresponding diagram for being illustrated to the ICE shift gear selection method in embodiment 2 Son.In Figure 11, with vehicle velocity V 1 carry out Mode change in the case where, if selected as ICE shift gear ICE1 keep off or ICE2 gear, then the revolving speed NE of internal combustion engine ICE increases compared with before Mode change.On the other hand, if selected as ICE shift gear ICE3 gear or ICE4 gear are selected, then the revolving speed NE of internal combustion engine ICE reduces compared with before Mode change.
In this case, the rotation speed change along with Mode change in the case where ICE3 gear, ICE4 gear has been selected Measure the defined threshold Δ NE that the revolving speed of Δ NE3, Δ NE4 less than or equal to internal combustion engine ICE reduces sideTHM.Therefore, transmission control Unit 23 can select any of ICE3 gear and ICE4 gear as the ICE shift gear after Mode change.On the other hand, it selects Selected ICE1 gear, ICE2 gear in the case where be more than internal combustion engine along with rotation speed change amount Δ NE1, the Δ NE2 of Mode change The revolving speed of ICE increases the defined threshold Δ NE of sideTHP.Therefore, transmission control unit 23 can select ICE1 gear and ICE2 gear Either one or two of as the ICE shift gear after Mode change.
That is, if being only compared to the rotation speed change amount Δ NE of the internal combustion engine ICE along with Mode change, with selection The case where ICE4 is kept off is compared, and the rotation speed change amount Δ NE in the case where selecting ICE2 to keep off is smaller, but in example 2, does not select ICE2 gear, but select ICE3 gear or ICE4 gear (the smallest ICE3 gear of the rotation speed change amount Δ NE of more preferably internal combustion engine ICE).
In addition, the illustration is omitted, but in example 2, accelerator opening APO is bigger, then by defined threshold Δ NETHP、 ΔNETHMValue be set to it is bigger.
Here, the accelerator opening APO the big then by defined threshold Δ NETHP、ΔNETHThe value of M be set to be more greatly because For if driven in the case where driver significantly enters into accelerator pedal even if the revolving speed NE of internal combustion engine ICE is dramatically changed The person of sailing will not correspondingly experience sense of discomfort.
In the Mode change control device of the hybrid vehicle of embodiment 2, following effects can be obtained.
(7) the Mode change controller (transmission control unit 23) is formed as such as flowering structure, that is, for the internal combustion The defined threshold Δ NE in the case where the revolving speed NE increase of machine ICETH(ΔNETHP), it is set as the revolving speed than the internal combustion engine The defined threshold Δ NE in the case where reductionTH(ΔNETHM) small value.
It therefore, can be on the basis of more specifically considering to driver's bring sense of discomfort after selection mode transformation ICE shift gear.
(8) the Mode change controller (transmission control unit 23) is formed as such as flowering structure, that is, accelerator opening APO is bigger, by the defined threshold Δ NETHP、ΔNETHMValue be set to it is bigger.
Therefore, can be according to ICE shift gear of the driver to the operation of accelerator and after selection mode transformation, it can be into one Step, which mitigates, gives driver's bring sense of discomfort.
Mode change control device above based on 1,2 pair of hybrid vehicle of the invention of embodiment is illustrated, But about specific structure, it is not limited to embodiment 1,2, without departing from involved in each claim in claims The purport of invention, then change, the addition etc. for allowing to design.
In embodiment 1,2, following example is shown, that is, application is EV shift gear with EV1-2 gear and is kept off with ICE1-4 For the stage-geared gearbox 1 of ICE shift gear.However, in the Mode change control device of hybrid vehicle of the invention, The case where structure of above-mentioned stage-geared gearbox is not limited to embodiment.
In embodiment 1, following example is shown, that is, Mode change control device of the invention is applied to have 1 Engine (internal combustion engine), 2 motor generators and the stage-geared gearbox for having 3 engaging clutches are used as driving system The hybrid vehicle of system structural element.However, Mode change control device of the invention can also be applied to only by engine Vehicle as driving source.

Claims (8)

1. a kind of Mode change control device of hybrid vehicle,
There is the hybrid vehicle the 1st motor, the 2nd motor and internal combustion engine to be used as power source, with can be to coming from The output of the power source carries out speed change and is transferred to the speed changer of driving wheel,
The speed changer is able to carry out the Mode change of series connection driving mode and driving mode in parallel, in the series connection driving mode Under, so that the 2nd motor is generated electricity by the driving of the internal combustion engine, and using the 1st motor to the driving wheel Driven, under the parallel connection driving mode, using both the 1st motor and described internal combustion engine to the driving wheel into Row driving,
The Mode change control device of the hybrid vehicle is characterized in that,
It is provided with Mode change controller, if there is the request of the Mode change, then Mode change controller switching pair The output of the internal combustion engine carries out the ICE shift gear of speed change,
The Mode change controller is when from the series connection driving mode to the Mode change of the driving mode in parallel, selection It is based on so that being used as along with the shift gear that the rotation speed change amount of the internal combustion engine of Mode change is less than or equal to defined threshold The rotation speed change amount of the associated internal combustion engine with Mode change and the ICE shift gear selected.
2. the Mode change control device of hybrid vehicle according to claim 1, which is characterized in that
The Mode change controller is excellent compared with oil consumption when that can select multiple shift gear as the ICE shift gear First consider the rotation speed change amount of the internal combustion engine and selects the ICE shift gear.
3. the Mode change control device of hybrid vehicle according to claim 1 or 2, which is characterized in that
The Mode change controller selects the internal combustion when that can select multiple shift gear as the ICE shift gear The smallest shift gear of rotation speed change amount of machine.
4. the Mode change control device of hybrid vehicle according to claim 1 or 2, which is characterized in that
Driving force of the Mode change controller after carrying out Mode change to the driving mode in parallel is less than request driving In the case where power, selection meets the shift gear of the requested driving force.
5. the Mode change control device of hybrid vehicle according to claim 1 or 2, which is characterized in that
The Mode change controller is when accelerator opening is less than the 1st regulation aperture, the rotation speed change based on the internal combustion engine It measures and selects the ICE shift gear, on the other hand, when the accelerator opening is greater than or equal to the 1st regulation aperture, based on asking It seeks driving force and selects the ICE shift gear.
6. the Mode change control device of hybrid vehicle according to claim 5, which is characterized in that
The Mode change controller the accelerator opening be less than than it is described 1st regulation aperture it is small the 2nd regulation aperture when, The shift gear for selecting the revolving speed of the internal combustion engine minimum is as the ICE shift gear.
7. the Mode change control device of hybrid vehicle according to claim 1 or 2, which is characterized in that
The defined threshold in the case where the revolving speed increase of the internal combustion engine is set as than institute by the Mode change controller State the smaller value of the defined threshold in the case where the revolving speed reduction of internal combustion engine.
8. the Mode change control device of hybrid vehicle according to claim 1 or 2, which is characterized in that
Accelerator opening is bigger, and the value of the defined threshold is set to bigger by the Mode change controller.
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